Aircraft with rotatable sustaining means



April 30, 1935. .1. s. PECKER AIRCRAFT WITH ROTATABLE SU S'IAINING' MEANS Filed m. 50, 1951 "r Sheets-Sheet 1 ATTORNEYS April 30, 1935. J. 5. PECKER AIRCRAFT WITH ROTATABLE SUSTAIN ING MEANS 7 Sheets-Sheet 2 9 Filed Jan. 30, 1931 A TTORNEY6 April 30, 1935. J. 5. PECKER AIRCRAFT WITH ROTATABLE SUSTAINING MEANS '1 Sheds-Sheet 5 Filed Jan. 30, 1931 April 30.4935. J. 5. PECKER 1,999,636

AIRCRAFT WITH ROTATABL SUSTAINING MEANS Filed Jan. 50, 19:51 7 Sheets-Sheet 4 16 1. l 14 we April 30, 1935. J. s. PECKER AIRCRAFT WITH ROTATABLE 'sus'rAINmq MEANS 7 sheets-sheet 5 Filed Jan. 30, 1931 ATTORNEYS -7 sheep s-511 e April 30, 1 935.

4. s. PECKER AIRCRAFT WITH ROTATABLE SUSTAINING MEANS File d Jan. 50, 1951 April 30 ,l935. J. s. PECKER 1,999,636

AIRCRAFT WITH ROTATABLE SUSTAINING MEANS Filed-Jan. "so, 1931 '1 Sheets-Sheet '7 A FTORNEYS Patented Apr. 30, 1935 I I 1,999,636

UNITED STATES PATENT OFFICE Joseph S. Pecker, Philadelphia, Pa., assignor to Autogiro' Company of America, Philadelphia, Pa., a corporation of Delaware Application January 30, 1931, Serial No. 512,383-

37 Claims. 244-49) This invention relates to aircraft with rotatable which will transmit a given amount of power to sustaining means, and particularly to the type of a the rotor, and yet ensure that there shall be no craft in which the primary sustension of the maoverload, or overtransmission of power; the prochine is effected by a sustaining rotor having vision of novel and advantageous clutching and lades adapted to be normally rotated and oscildeclutching arrangements, and especially of the 5 latably displaced by relative air flow in flight, automatic cut-out means to permit free rotation which type is illustrated, in its pristine form, in or over-running of the rotor under the influence patent to J. de la Cierva, No. 1,590,497,'issued of the air; the location of an unclutching or June 29th, 1926. v over-running device as near as possible, in the More particularly, the invention contemplates driving connections, to the rotor itself, so that a, 10 certain improvements in devices for applying a minimum number of parts are in operation, or rotative torque to the sustaining system of such connected with the rotor, when the latter is being aircraft, and especially improvements over the air-driven; and the arrangement of the mechaconstructions illustrated, described.- and claimed nism in such manner that if a part breaks or if in the U. S. patents to J. de la Cierva, numbered the mechanism or any part thereof does not 15 1,673,232 of June 12, 1928 and 1,692,082 of Nofunction properly no detrimental effects upon vember 20, 1928. The invention is also well the rotor or upon the normal action of the latter adapted to supplement, or be substituted for, slipwill occur.

stream starting devices, such, for example, as More specific objects include the provision of found in the pending application of J. de la 'a torque-transmitting mechanism, for the above- 20 Cierva, Serial No. 352,554, filed April 4th, 1929 indicated purposes, which co-operates advan- (which issued as Patent No. 1,857,807), and astageously with the rotor, its brake mechanism, and

signed to the assignee of the present application; other parts, and with'the fuselage, engine, pylon,

the present invention being particularly useful in and usual engine starter; which permits the delarge aircraft, of the type hereinbefore referred to. sired mounting of the engine starter close to the 25 One of the primary objects of the invention is engine, while permitting the take-off of power for to ensure that there be no interference with the the rotor from or adjacent the shaft or other free rotation and other actuation of the rotative, device through which the starter normally acts sustaining blades by relative air-flow, at times upon the engine; which admits of various arrangewhen such blades are normally to be driven by ments of one or more rotor-drive clutching de- 30 such flow. vices, as, for example, in a drive-shaft between Another important object of the invention is two sets of bevel gears, or between the engine to simplify and improve the transmission of and the engine starter, or between the main enpower from the prime mover or engine ofthe gin shaft or an extension thereof and the drivaircraft, or other source of power, to the rotor or ing gearing, or in the rear of the driving gear- 35 sustaining means, and to improve the manner ing or part thereof, and the employment Moonof taking-off the power from the former. centric shafts or other devices to keep down the Still anotherobject of the invention is to prooverall size or the overhang of the driving mechavide, in a driving or starting mechanism for nism and/or of the engine starter.

rotors of the type described-means to permit the Other objects of the invention involve provi- 40 normal amount of weaving or movement besions for: keeping cockpit space as clear as possitween the rotor hub, supporting structure or ble; making the driving-mechanism controls or pylon, and fuselage, without damage to any of operating levers or other elements simple in form such parts or to the driving or starting mecha and easy to operate; speeding-up the starting of nism. the rotor, where the device is used for that pur- Other objects and advantages of the invention pose; reducing wind-resistance, and particularly involve: the provision of a very light and yet by mounting parts of the mechanism respectiverugged construction for transmitting rotative 1y adjacent or shielded by the fuselage, pylon, torque to the sustaining rotor; the provision of and hub structures, or fairings or streamlinings simple and eflective mounting means for the thereofjutilizing either vertically or obliquely dis- 50 transmission mechanism; ready demountability posed driving shafts, and in such manner that of the same, or parts thereof, as a unitwith the either form co-operates to advantage with other engine, from the fuselage; as well as ready appliparts of the craft; disengaging driving gears cation to and removal from the engine and other themselves, if desired; avoiding fouling of or enparts of the construction; the provision of means croachment upon space normally best used for 55 ranging the parts so that normal disposable loads may be conveniently and advantageously arranged with respect to the center of gravity of the machine; relieving stresses on, the fuselage, pylon, motor frame or mounting, and other parts; and

conveniently interconnecting the normally sub- The invention further contemplates provision.-

for dividing the powertransmitting mechanism into a plurality of compact, readily-inspected, and easily housed and streamlined units; preferably a pair of such units, one being mounted adjacent the source of power and the other adjacent the rotor hub, w l disconnectible shafting (disconnectible as by a slip-joint or joints) between the units; and further, the inclusion in at least one of said units of means whereby different parts may alternatively be employed, as, for example, different forms of clutches or over-running devices.

Other objects and advantages and various detailed features of the invention will appear as the descriptionof the invention proceeds. In the accompanying drawings: I Figure 1 is a side elevational view (more. or less diagrammatic as to certain details) of an aircraft with rotatable sustaining means, embodying the present invention in a preferred form;

Figure 2 is a fragmentary skeleton view of the aircraft of Fig. 1 to illustrate, in general, the disposition of one form of the present invention with respect to the fuselage framing, cockpits and power-plant of the craft;

through the automatic clutch device of the con-- struction of Figfure 3b;

Figure 4 is a fragmentary view similar to Fig. 3b, but illustrating modifications of certain parts of the construction;

- Figure 5 is a view similar to the general view of Figs. 3a; a general arran ement;-

Figure 5a is a half-plan section-of the rotor head of Figure 5;

Figure 6 is'an enlarged, fragmentary, irregular diametrical section of an over-running clutch or free-wheel device applicable to the constructions of Figures 31;, 4, or 5, in supplementation of, or preferably in substitution for, the automatic clutches of said constructions; the figure showing the application of this clutch adjacent the driven gear and brake-drum of the rotor itself; and

Figure 7 is a plan view of the clutch elements of Fig. 6.

By reference first to Fig. 1, it will be seen that T have illustrated an aircraft of the type hereinbefore discussed, in which the sustaining means are normally air-rotated, subject, however, to the application of power or torque, for starting, or other purposes. In general, the machine includes a fuselage or body 2 having an engine or prime mover 3,. propeller 4 driven thereby, alighting mechanism or landing'gear-i and skid 6, with fixed'andcontrollable vertical tins of rudders 1, I. similar horizontal fins or elevators 9,, ll. Cockpits H and Na are provided; there'being, over the forward cockpit H, a supporting pylon or Py car yinat e no mally-air-rototed 31), but of a substantially modified I I 1,999,686 gasoline tanks or other parts, and generally arsustaining means or blades l3 which are mounted on a rotatably-arranged hub or axis member I 4, preferably by means of horizontal and vertical pivot pins 15, and i6, respectively; although it,

will be understood that the blade means may be otherwise displa'ceably-a.rranged,v either by inherent flexibility, or by other means of mounting, so that they may assume various positions, during their rotation, to eliminate, or to compensate in large measure for, variations in lift, in inertia forces, in bending stresses, in gyroscopic force, or thrust and drag, or for combinations of any two vor more, or all, of such forces and/or strains.

The craft is further provided with small fixed wings IT, in accordance with present practice.

The various ways of providing for oompensation for the forces on the rotor are not, per se, part of my invention, several forms being described and claimed by Juan de la Cierva: in Patent No. 1,590,497 of June 29, 1926; in Patent No. 1,682,893 of September 4, 1928, is applications 145,654 and 145,655, filed November 1, 1926 (which issued respectively as patents numbered 1,811,303

and 1,859,584); in divisional applications of the the axis :n-a: of the propeller may also be inclined so as to pass near or through the center of gravity z, and for other reasons, in accordance with the description and claims of Cierva application Serial No. 432,733, filed March 3rd, 1930 (which issued as Patent No. 1,948,514).

may be individually set, when in radial mid-position on the hub H, at a slight positive incidence as compared with a no-lift setting with relation to a plane perpendicular to their axis of rotation, for purposes of efiiciency and control, as set forth in Cierva application 500,064, filed December 4th, '1930 (which issued as Patent No. 1,948,514)

However, whatever may be the general arrangements of rotor,power-plant, blades, etc., my apparatus particularly contemplates very advantageous arrangements for transmitting torque from the engine, or any other suitable powerplant, to the rotor, for starting the latter; and additionally forthe following p p s s, to wit: that by my power-transmitter an increased effectiveness of the rotary disc (so to speak) ,of the blades, in their general action as a rotating plane, mightbe obtained, so as to increase their re action against the relative air-flow produced by the forward translational movement of the craft induced by the propeller l. The compact and eifective co-operation of my mechanism with theings He and lid. In the front leg fairing l2c, just forward of the usual leg I20, I position the diagonal or obliquely-extending shaft II of the fer-connects two units A and B; later to be described; the lower unit A being connected or connectible with engine 3 and housed within the S further, the auto-rotated blades l3. themselves I are positioned, respectively in streamline sheathpower-transmission mechanism. This shaft in- 0 fuselage or body covering 2a, and the upper unit B being connected or connectible with the rotor or its hub l4 and preferably housed within the streamline fairing l2e.

Turning now to Fig. 2, in which the fuselage covering, pylon fairing, rotor, landing gear, and

other parts have been omitted, it will be seen that the fuselage with its upper and lower longerons I9 and 29, and side-braces 2| (transverse members being not shownin this view) carries at the forward end an engine mount 22, which may be in the form of a ring through which the rear end or face of the engine extends, as at 23; the engine itself being secured as by bolts 24. In accordance with usual practicathe pilot's seat 25 is placed in the rear cockpit, and the passengers seat or seats 26 in the front cockpit. Additional space is required by other loads such as gasoline and oil, and baggage, (see, for instance, container 26a beneath the seat 26). Also if dual control is to be provided, the usual engine controls 21, 28, 29 and. control rods 39, 3|, 32 must be fitted into the available space. In addition, an engine starter C is usually provided, especially with a power-plant of large horsepower.

The foregoing general arrangements, it will be appreciated, leave comparatively little space and weight available for power transmission to the rotor. It is further desirable that the engine 3, and its starter C (if such be employed), be readily removable from the mounting ring 22, and that the starter C be mounted on the rear face of the engine with as little overhang as possible. To all of these requirements my construction is well adapted. In a preferred construction illustrated in Figs. 2, 3a, 3b, 30, I move the starter C slightly rearwardly from the rear face of the engine, and mount a power take-off device, the casing of which is indicated at 33, between the rear face 23 of the engine and the front face of the engine-starter C, the axial line p-p of the shafts of these devices being in line with the usual stub-shaft 3b (shown in- Fig. 3a) of the engine 3, with which the starter C would ordinarily engage.

Bolted, or otherwise secured, to casing 33,-and at an upwardly and rearwardly inclined angle, is casing 34 (as seen in Fig. 2) which houses a manually-operable clutch device, actuable by throughshaft 35, one lever 36 of which has a spring 31 tending to hold the clutch in disengaged position. Another lever or arm 36 on said shaft is secured to a pull-rod 39, for engaging the clutch, actuable from either or both cockpits, connections to the control knob 49 in the rear cockpit being indicated at 4|, 42, 43, 44, 45, 46, 41 and 48, it being understood that the shafts 42 and 46 are mounted in supports or bearings on fixed parts of the fuselage. Coming out through the fuselage covering is the shaft I8, coupled, at its lower end, to mechanism A by flexible means such as the universal joint 49. From Fig. 2 it will be clear that one of the diagonal braces 56 of pylon post |2a may be mounted at each side of unit A, which makes for compact. arrangement and advantageous utilization of space.

Turning now to Fig. 3, the lower half of which is designated as 3a on one sheet of the drawings and the upper half of. which is designated as 3b on another sheet (the two parts fitting together on the line 33) the internal construction, and the drive to the hub, will appear in detail. Considering first the lower unit A, (as seen in detail in Figure 3a) it will be evident that this comprises generally the power take-01f from the engine and the manually-operable clutch, hereinbefore referred to. Toothed end of shaft 52 is in constant mesh with toothed end 53 of shaft 3b of the engine, (keys 53a being preferably provided) which latter shaft is the auxiliary shaft of the engine, ordinarily offset from the crankshaft and with which the toothed end 54 of the enginestarter shaft is usually automatically engaged and disengaged. Shaft 52, which is mounted in a bearing sleeve 55 and a ball-bearing structure 56, 51, 58 carries at its rear end preferably a combined bevel-pinion 59 and tooth-clutch member 69, the element 60 co-operating with clutch element 54 in the same way in which the latter would normally co-act with element 53.

The left-hand end of shaft 52, and its associated parts, fits right into the usual aperture in the back of the engine easing, into which is normally fitted the engine-starter C of any desired type, suitable securing studs or bolts 6| being provided; so that no change in the engine, other than the introduction of keys 53a, need be made.

Similarly starter C need not be altered, but is' simply moved back far enough to insert the easing 33, on the back of which casing it may be secured by studs or bolts 62. The usual genthe rotor starter to auxiliary shafting of the engine include not only simplicity and compactness of mounting and elimination of the necessity of altering the engine itself, but also utilization of the reduction of speed of the auxiliary engine-shaft, or shafts to obtain an initial reduction for the starter, and other results which willbe apparent as the description proceeds.

Returning to bevel pinion 59, this may be keyed or splined on tubular shaft 52 and secured by nut and cotter 64, 65. Bevel gear 66, secured by nut 61 on the lower end of inclined shaft member 68, is in constant mesh with pinion 59; the said shaft member being carried in ball-bearing structures 69, 70, II, which latter are spaced by sleeve 12, flanges I3, 14 and ring 75, and the bearings further being housed in the cup-like mem-- ber 16, which serves to retain lubricant fed by plug 11 and passage I8. Extending within hollow shaft 58, and journalled therein by bearing sleeve 19, is the lower end of shaft member 89. Within shell 34, shaft 68 carries a flange 8|, with a dished plate 82 mounted thereon, as by rivets 83, which latter in turn carries clutch plate or ring 84, as by bolts 85, the said single plate 84 (which is the driving plate) being faced onfboth sides with clutch lining 86. The lower and upper, driven plates 81, 88, normally separated by spring 89, are carried on shaft 89, as follows: Nut 90 retains plate 81 on the splined portion 9| of shaft 89, so that it is fixed on said shaft. Alternately arranged studs 92 and springpressed bolts 93, spaced around the shaft, extend into apertures 94 of plate 88. The studs 92 insure uniform rotational movement of the two plates 81. 88 while permitting the necessary variation in the separation of the two, springs 95 being provided to insure relative sliding of the plate 88 longitudinally of the studs 92. The

as well as securing bolts H1.

normally hold the actuating-rocker mountingring 98 as against rotation on the screw-threaded extension 99 of plate 81, so that said mounting ring normally moves with plates 81 and 88 I04, pivoted to sleeve I02 at I05, and to actuating rocker I08 at I01, thereby forces rocker I08 out- The upper end of tubular shaft element is journalled in a bearing device, IIO, III, II2; suitable bearing-race retaining flanges H3, H4, and shoulder and nut I I5, II8, being provided, The universal joint,indicated in general at 4'9, is'connected to ably provide housing 34 with a hinged cover I29,

normally kept shut, as by a small spring I30.

While unit A, with starter C, is firmly mounted on the back of and close to engine 3, it will now be clear that flexibility between it and unit B is fully provided for. It will also be clear thatthe manual clutch is compactly arranged and disengages when control 'knob 40 (Figure 2) is released, the internal springs 89 and 95, and external spring 31, preventing any drag of the clutch plates. This insures minimum danger of interference with free normal air-actuation of the rotor in flight in case of failure or jamming of the over-running clutch later to be described. The location of the manual clutch close to the power-take-ofl. further provides that a minimum number of parts are driven by the engine, in flight, when the hand-clutch is disengaged.

It is to be here noted that the size, frictional characteristics and spring pressure on the clutch can be arranged'to transmit, with given'gear ratios, 9. given horsepower which is prevented from being exceeded, and thus damaging any of the structure, by slippage of the clutch at any higher horsepower transmission.

It is further clear that'great simplicity and quick operation of the transmission mechanism is possible because of the fact that there need be but one manual control.

Other advantages will appear after. a detailed consideration of unit B hereinafter described. In considering said unit it will be understood that it is in general associated with the rotor hub or axis member, or with the rotor head, which I here use inthe sense of the ark meminserted.

plugs 93, which have knobs 98 and springs '91,' her, spindle and apex box, considered as a general unit at the top of the pylon. The hub itself further involves certain features of advantage hereinafter to be referred to.

In the shaft I8, preferably toward the upper end (as seen in Fig. 3b) is a. slip-joint whichmay be formed by securing a splined section I3I into tubular shaft I8 as by rivets I32, an internallysplined sleeve I33 being secured by a removable -bolt I34, on the upper end of part I3I, and slidably receiving the splined lower end of extension I35 which latter has a head I38 secured as by rivet I31 and carrying ears I38 bored to receive pivot I39 of flexible joint member 0., Said member has another pivot I which is mounted in head I42 secured as by. rivet I43 to shaft member I44, which extends into housing I45 of. unit B.

Shaft I44 forms part of an over-rimning clutch device and is mounted for rotation, by means of bearing sleeve I48 and bearing races and balls I41, I48, I49; a suitable end-closure I50 and lubricant retainer I5I being provided adjacent the bottom of housing I45. Outer bearing race mounting I52, and spacing shoulders I53, I54, are all secured in place, with cover I50,

by means of bolts I55. Similarly, the inner race.

is spaced by shaft flange I58,

driving shell I51 and retaining nut I58.

The tubular shaft I59, which internally houses rollers I'I8 are adapted to co-act. The direction of slope of the faces I15 (as most clearly seen in detail view 30, which also .shows clutch .roller springs "811) is such that the roller clutch engages and drives tubular shaft I59 when shaft member I44 is turned in the direction of the arrow I44a. Tubular shaft I59, however, obviously may freely over-run the shaft I44, which it does under circumstances hereinafter to be referred to. Suitable lubricant retaining and.

filling plugs I11 and I18 may also be provided, as shown. I As will be .evident from Fig. 3b, the housing I45 of unit B is securely mounted, as by the frame or flange I19, keys I80 and pins, belts or the like I8I, on the forward side of the pylon apex box I82, to which there is also secured in anysuitable manner (as by heavy ears and bolt devices, I83) the upper terminus of front pylon leg I2a (Fig. 1) Before considering the drive from bevel pinion I80 to bevel ring gear I84 and other parts,

a brief description of the rotor head will here be In the apex box I82 (which, as generally shown in Fig. 1, is mounted on the craft by a forward leg I24: and by a pair of rear legs I2b) is formed a sleeve-I85 to receive a tubular shaft or spindle 188, the latter having a flange or rib I81 to transmit the weight of the rotor to the box and a nut I88 to transmit the lift ofthe rotor to said box. On the upper extension of spindle I88 is mounted, as by bearing devices indicated generally at I88a, I881), the hub member I4 carrying a plurality of blade-mounting bearings or pivot devices (one of which is shown) which devices comprise generally horizontal and vertical pivots I and I6, which serve to swingingly mount, or support, the sockets I31) of blades I3, on the rotative hub I4. Excessive downward droop of the blades when at rest is prevented by any suitable means such as the droop cables I3c shown in Fig. 1. These not only prevent fouling of the blades I3 on the propeller 4', but also assure proper clearance between sockets I3b'and the gear housing I89. The streamline-hood I2e (of Fig. 1)) it will be understood, further surrounds, protects and streamlines substantially the entire head construction of Fig. 3b.

As seen in Fig. 3b, the lower end of hub member I4 has secured thereto, as by bolts I90, a

brake-drum I9I housing an internal expanding rotor brake, indicated generally at I92. The open bottom of the drum is substantially closed by the member I93, secured, as by pins I 94, to upper face I82a of the apex box, and by rivets and collars I95, I95 to the fixed socket I85. The actuation of the brake may conveniently be accomplished by shaft I91 (journalled in upper and lower plates I82a and I82b of the box), lever I98, and cable I99, which latter runs over pulley 200, mounted on flange 2M, and extends down through guide-aperture 202, and thence inside the streamline shell I2c (of Fig. 1) into the cockpit or cockpits. This apex box, hub and brake mechanism are not herein claimed per se, as they form the subject. matter of other applications, such as those of Joseph S. Pecker, Serial No. 545,451, filed June 19th, 1931, Agnew E. Larsen, Serial No. 529,576, filed April 13th, 1931, and Joseph S. Pecker, Serial No. 561,344, filed Sep tember 5th, 1931. Various of these parts, however, are considered and described herein since they involve certain novel cooperative relationships with parts of the present invention.

Returning now to the driving pinion I60, and its relation to other parts, it will be seen that it is constantly in mesh with bevel ring-gear I84, which latter is mounted on the outsideof brake drum I 9I, being supported by the external lip or flange 203 thereof, and securely fastened thereto, as by bolts 204. The rotor, which normally rotates under the action of air-flow in flight at approximately 110 to 150 R. P. M., (dependent upon the particular design) is thus driven, thru reduction gearing, rom the engine which, for example, may operate, when at full throttle, around 1600 R. P. M., or over; the shaft I8 operating at about 800 R. P. M. and the stub (starter) shaft 3b of the motor'around 1400 cent the lower part of the drive (reduction between crank-shaft and engine auxiliary shafting and by means of the first set of bevel gearing), and by reduction mechanism adjacent the upper part of the drive (by means of the second set of gearing), may be modified to suit different engines, different rotors, and different operating conditions; but it will be evident that by properly proportioning the gearing any desired speed of rotation may be imparted to the rotor-up to or even higher than full flight speeds. The construction in anyinstance, however, is preferably such that the necessary power may be transmitted to the rotor through a drive-shaft revolving at sufliciently higher speed than the rotor to admit of a light-weight shaft, but at not such a high speed as to produce excessive vibration or dangerous operating conditions.

The arrangement of the automatic, or overrunning, clutch adjacent the final point of power transmission, that is: near the rotor head, reduces to a minimum the danger of stopping or slowing down the rotor when in flight, due to any failure or jamming of other parts of the mechanism; and the provision of an external gear arrangement on the hub, besides the advantage'of compact co-operation with the braking and other mechanism and the advantage of powerful transmission with light-weight mechanism, has thefurther advantage that possible broken gear teeth or foreign elements will be thrown outwardly and not jam the rotor.

The advantages of the general arrangement, having unit A mounted on or adjacent the engine with power take-off between engine and enginestarter, and unit B on or adjacent the rotor, and with a shaft having upper and lower universals and an intermediate slip-joint, interposed be- A tween the units and mounted adjacent and approximately in front of the front pylon leg, will now be apparent, from the standpoint of: ac-

Another advantage which will now become ap- I parent is that of ready interchangeability of parts. This will appear more clearly by an inspection of Figure 4 which is a detail of a modified unit B, here marked 3', with a modified drive shaft connected thereto. In this construction a similar mounting device I19, with keys I80, is employed to mount the casing I451) onto the pylon apex box. Pinion I60 is formed or mounted on tubular shaft I59, as in the previous construction.

Bearing arrangements are also somewhat similar,

and will not be treated here in detail, but the automatic connection and disconnection of shaft I with shaft I59 is by means of a toothed clutch instead of the roller clutch arrangement of Figure 3b. I

On the lower end of tubular shaft I59 (in the construction of Figure 4) is immovably fixed a tooth-faced collar 'or dog 205, a retaining nut 205 being also provided. A coarse thread orthreads 201 of steep pitch, is or are provided on shaft I. In threaded engagement therewith is a traveler or toothed nut device 208 which can travel into and out of engagement 'with dog 205, its upper limit oftravel being fixed by nut 209. Upon rotation of shaft I in the direction of arrow Illa, the traveler 208 (which is preferably lightly held as against rotation, as by a small spring 2 III, or by a weight or spring-pressed ball) moves up and engages dog 205 .and drives the rotor through pinion I 60. Over-runningpof the rotor is thus also provided .with this arrangement, and the positioning of, this clutch at an angle approaching the vertical tends to assure the dropping of the traveler to its extreme lower position when power is cut-oil fromthe driving shaft, and when the rotor over-runs the drive.

In the above construction it will be noted that I have provided a pressure lubricator device 2I I, and an inspection cover 2I2, which, of course, can as readily be provided in the construction of I Figure 3b.

,nal play of the parts and prevents vibration.

Assembly and disassembly will be evident from inspection of the drawings.

In the modification shown in Figure 5, I show a construction in which the lower part of the transmission mechanism is dropped so as to be in line with the propeller or crank-shaft of the engine, which further has the eifect of lowering the center of gravity. A'similar engine-mounting ring 22, and fuselage parts 20, 2| are shown, and, in addition, transverse .fuselage members 22 I Unit A, however, and other parts, are quite differently arranged, for purposes which will hereinafter appear. Casing 222 of unit A is supported in part on the rear of the engine, as by bolts 223, in part by a mounting 224 on a crossmember 22l, and in part by a variable-length link 225 from another cross-bar 22l. Enginestarter C is moved back far enough to permit bodily insertion of clutch 226 between said starter and the engine. The connection from starter C' to the engine is by way of anautomatic clutch (of any suitable type) indicated at 221, shaft 226 mounted in bearings 22!, 236, and clutch device 23l which is in constant engagement with the crank-shaft of the engine. To take off power from main shaft 226, cross-shaft 232 is turned (by a suitable series of connections leading to the cockpit, as in the construction shown in Figure 2) which causes arm or arms 233 to pull back the sleeve 234, causing a toggle action on levers 235 and 236 and forcing a pair of revolving clutch-plates together against a clutch ring'231, which latter is secured by bolts 236, dished plate239 and rivets 246, to floating pinion 24! (the latter being loose on shaft 226). Said pinion drives gear 242 mounted fast on shaft 243, which is rotatable in bearings 244, 246. Shaft 243 is thus driven at a reduced speed as compared with the main shaft 228 (which is substantially an extension of theengine crankshaft), and drives shaft 246 through the intermediation of any suitable flexible coupling 241, so that the latter shaft and the rest of the mechanism which is more closely associated with the rotor, and the structure associated with the engine, may have a. certain degree of freedom for relative weaving or other slight movement, such as normally takes place in the fuselage and pylon under operating conditions, or to care, for angular inaccuracies in construction.

*8upports26l and m, and brace 25:, which niay be. made slightly fiexibleif desired, "secure the split housing 264, 266a, to'the'fuselageJShaft 246, moimted in bearings'266 and 266, drives the short tubular shaft 261 (mounted in bearings 266, 266) by means of bevel gearing 266, 261. The

upper end of shaft 261 has a slidable, splined connection with the lower end of torque tube 262,

whereby pinion 263 (fast on the upper end of tubular shaft 262) may be actuated to turn the gear264 which is fast on hub 265. As before, this 5 hub is rotatively mounted on bearings 266, 261, and the blade sockets l3d are mounted on horizontal and vertical pins Ilia, I641. The apex box 268 and driving mechanism are well adapted for use with a four post pylon, although a three post 10 pylon might readily beused, as by mounting the odd leg at the rear, and the other two legs one on each side of the driving mechanism. Since shafting 262, 212 is placed in the forward part of the space beneath the pylon, and the starter and 16 unit A are placed forwardly, the passenger seat may be fitted into the forward cockpit in the rear part of the space beneath the pylon.

A feature of the form of mechanism shown in Figure 5 is the ability to disengage the drive im- 20 mediately at the hub which is accomplished as follows:

Just beneath pinion 263, shaft 262 is journalled in bearings 266 which are carried in a shell 216,

slldable in the fixed housing 2", and fixed on 25 the upper end of slidable tube 212. At the lower end, tube 212 slides in a bushing 213 and carries a rack 214 engaged with a pinion 216, which latter, uponbeing actuated by the turning of shaft;

216 by any suitable. lever-or control device (not 30 shown) causes engagement or disengagement of the gearing 263, 264,

While the construction just outlined may be combined with the brake arrangements and/or with overrunningclutch devices, it is not here so as shown, as it is possible with the arrangement as illustrated to utilize the engineas a cushion or brake for the rotor. In starting the rotor, with this construction, shaft 216 is turned tothrow i pinion 263 into mesh with gear 264, and then the 40 gaged. The compression of the engine cushions 5 the whole mechanism stop. q

A modified roller-clutch over-running or freewheeling device is illustrated in Figures 6 and 7.

and brings the rotor to a This construction may be used in conjunctions with one or another of the main arrangements hereinbefore described, but for ordinary purposes Icontemplate substitution of this clutch device for that of unit For. of unit B or for the disengageable pinion device 263 of Figure 5. On 00 the outside of brake drum .l6l I rotatably mount a bevel ring-gear l64a, between which and the drum is interposed the roller clutch. Pinion I66 on shaft I66 (as before) meshes with said external ring-gear. The ring gear peripherally reso tains the rollers 211 of the roller clutch; and the flange 263 and ring 216, with through-bolts 216 retain the clutch and gear as against up-anddown displacement.

The bolts, seen in Figure 6, extend through'the 7o 216' (whichring is removed in plan' view, Figure '1), thence through holes 266 in fixed clutch ring 26l, and finally through flange 263. Ring 2" has sloping faces or cams 262 between whichand the inner peripheral wall of the gear 76 ver, the 5 [84a the rollers 211 may co-act when gear I840 is driven in the direction of arrow 283. Proper interspacing of the rollers peripherally of the device is maintained at all times by the spacer ring 284, which has upper and lower recesses 285 forming small pockets'to receive the rollers 211.

The chief advantage of this construction is the fact that without employing slidable gears, the driving mechanism is automatically cut out immediately at the hub and no gears or other parts thereof need be rotated by the air-driven rotor, in normal flight.

All the constructions lend themselves very readily to streamlining, and while I have shown (in Fig. l) a common streamline sheath l2c around both the shaft 18 and the front leg [2a, I may separately streamline the driving mechanism, and to this end I have provided the shoulders 34a and 5a, respectively, on housings 34 and I45 of units A and B, to support the lower and upper ends of a thin metal or other streamline sheath, if desired.

Similarly, in all the constructions I preferably provide means controlling or limiting the blade displacement movements set up by the power of the driving mechanism acting on the rotor through the hub thereof, such power being considerable and the stresses in service rather severe. To this end, as seen in detail in Figure 5a, I provide the blade sockets I3d with brackets 286, secured by bolts 28! (which normally tightly clamp the split socket onto the threaded end of the blade spar indicated in Figure 5) and also by auxiliary bolts 288; said brackets being adapted to swing with the blade and press against rubber cushions 289 mounted to move with the transverse pins I5a. The particular bearing arrange ment of thrust and radial bearings 266, 261, is also advantageous to withstand the rotor-starter drive-forces.

To insure proper lubrication of the said bearings I may employ a lubricant reservoir in the hub cone 265a, and a lubricant retainer 290 as shown; and, for lubrication of the blade pivots,

suitable plugs 29!, I further provide a single retainer nut'292 for the rotor, and a disconnecting device or joint 293 in the tachometer drive 294, so that the rotor as an entirety may be lifted out (the rotor driving gears, at the hub, readily slipping out of engagement). This rotor hub construction, as shown, is conveniently shielded or streamlined (as in Figure 5) and has other de-- tailed features of advantage which will be evident to those skilled in the-art.

What I claim is:- I

1. In combination with an aircraft having a normally air-driven sustaining rotor with displaceable blades, a prime-mover for the forward propulsion of the craft, driving mechanism for the rotor operatively associated with said primemover, and means controlling displacement movements of the blade-means set up by the driving mechanism.

2. In an aircraft having a normally air-driven displaceable-bladed sustaining rotor, the combination of a power-plant, propellingv means for the craft normally actuated by said power plant, a rotor-starter actuable by said power-plant, and a starter for the power-plant operating through a part of the rotor starter.

3. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and swinging-actuation by relative air-flow; and means for imparting a torque to said unit including a prime-mover, a

starting device therefor with driving interconnections, extended therefrom to the prime-mover and power-transmitting means between said interconnections and said sustaining unit.

4. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon ./for rotative and swinging actuation by relative air-flow; and means for imparting a torque to said unit including a prime-mover, a starting device therefor with driving interconnections, extended therefrom to the prime-mover and power-transmitting means between said interconnections and said sustaining unit, said power-transmitting means including means permitting said unit to over-run the drivirg power.

5. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and swinging actuation by relative air-flow; and means .for imparting a torque to said unit including a prime mover, a starting device therefor with driving interconnections, extended therefrom to the prime-mover and power-transmitting means between said interconnections and said sustaining unit, said power-transmitting means including a free-wheel device.

6. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and swinging actuation by relative air-flow; and means for imparting a torque to said unit including a prime mover, a starting device therefor with driving interconnections, extended therefrom to the prime-mover and power-transmitting means between said interconnections and said sustaining unit, said powertransmitting means including an over-running clutch and other disconnecting means operable at will.

'7. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and swinging actuation by relative air-flow; and means for imparting a torque to said unit including a prime mover, a

starting device therefor with driving interconnecterconnections and said sustaining unit, said.

power-transmitting means including an overrunning clutch and a manually operable clutch.

8. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and swinging actuation by relative air-flow; and means for imparting a torque to said unit including a prime-mover, a starting device therefor with driving interconnections extended therefrom to the prime-mover and power-transmitting means between said interconnections and said sustaining unit, said power-transmitting means including an overrunning clutch and a manually operable clutch, the latter being constructed and arranged to-limit the drive if a given horsepower be exceeded.

9. In an aircraft having a body, an engine and a propeller, a rotative sustaining unit for the craft mounted above the engine for actuation by relative air-flow, shafting'between the engine and the rotor unit arranged to transmit torque from the former to the latter, and means providing flexibility in said shafting, including a pair them.

.10. In an aircraft having a body, an engine and a propeller, a rotative sustaining unit for the craft adapted to be actuated by relative airflow, a shaft adapted to transmit torque from 'of universal joints and a sliding joint between v said engine to said rotor unit, and gearing between engine and shaftand between shaft and rotor, together with means'for disconnecting the drive closely adjacent the rotor, said last means including a disengageable pair of gears.

11. In an aircraft having a displaceable-bladed sustaining -rotor including an axis member mounted so that the rotor is normally air-actuated, a prime-mover, shafting, a set of gears connecting the prime-mover to the shafting, and means connecting the shafting to the rotor, said last means including a second set of gears; and at least two clutch devices, one of said clutch devices being-between the second set of gears and the rotor. Y

12. In an aircraft, a rotative sustaining unit having an axis member and blades mounted thereon for rotative and pivotalactuation by relative air-flow; and means for imparting a torque to said unit including a prime-mover, a starting device therefor withdriving interconnections, and power-transmitting means between said interconnections and said sustaining unit, said power-transmitting means including an overrunningclutch. v

13.- In an aircraft of the type referred to, a sustaining rotor, a pylon supporting the same on the body of the craft, fuselage elements, and an engine, divergent bracing elements interconnecting pylon elements and fuselage elements, and rotor starter mechanism saddled between elements.

14. In an aircraft of the type referred to, a sustaining rotor, a pylon supporting the same on the body of the craft, fuselage elements, and anengine, divergent bracing elements interconnecting pylon elements and fuselage elements, and rotor starter mechanism saddled between elements and having a support on the engine.

15. In an aircraft of the type referred to, a sustaining rotor, a pylon supporting the same on the body of the craft, fuselage elements, and an engine, divergent bracing elements interconnecting pylon elements andfuselage elements, and rotor starter mechanism saddled between elements and positioned at least in part within the fuselage fairing. a

16. In an aircraft of .the type referred to, a sustaining rotor, a pylon supporting the same on the body of the craft, and a rotor starter having parts including a driving pinion, slidably mounted on the pylon structure.

1']. In an aircraft of the type referred to,- a sustaining rotor, a'pylon supporting the same on the body of the craft, and a rotor starter having parts tric internal and external shafts, an engine con- .nected to one, a gear on another, means for clutching the shafts together, and means for transmitting power from the gear to said rotor, together with an engine starter connectible to one of said shafts.

20. In aircraft-rotor-drive mechanism,-concentric'internal and external shafts, an engine con--v nected to one, a gear onanother, means for clutching the shafts together, and means for transmitting power from the gear to said rotor, together with an engine starter connectible to the first of said shafts.

" 21. In sustainingrotor actuating-apparatus of the character described, a hub for the rotor, a,

tible, and means for manually disengaging said clutch.

24. In an aircraft, a forward propulsion engine, a sustaining rotor constituting a primary means of sustension for the craft, a mechanism for interconnecting the engine and the rotor to drive the latter'from the former, and a braking means for the rotor incorporating at least a portion of said driving mechanism and arranged to impose the drag of the engine on the rotor to lower the rotational speed thereof.

25. In an aircraft having a body, an engine and a propeller, a rotative sustaining ,unit for the craft adapted to be actuated by relative alrflow, a starter for the engine, a driving device for said sustaining unit, said starter and said driving device being connected or braced to each other for purposes of support on the engine, and means for supporting the starter and driving device on the engine.

26. In an aircraft, an engine a sustaining rotor mounted above the engine, a transmitter of power extended between the engine and the rotor, and reduction mechanism between engine and transmitter, and between transmitter and rotor, the reduction mechanism between the transmitter and the rotor including a relatively small diammeter gear connected to the transmitter and a relatively large diameter gear mounted for movement about the axis of the rotor and disposed in a plane closely adjacent to the general plane of the rotor.

27.- An aircraft including, as a primary means of sustension, a rotorsystem comprising ahub structure and sustaining wings or blades pivotally connected to the hub structure on generally upright axes, said system being arrange for normally free rotation under the influence f relative air-flow in flight, a forward propulsion engine for the craft, means for imparting a torque to said rotor including a mechanical driving connection extended from the engine to the rotor,

and cooperating stops on the hub structure and the wings for limiting pivotal movements of the latter on their upright axes set up as a result of the application of a driving torque.

28. In combination with a'naircraft, a sustaining rotor, a forward propulsion engine, an engine starter, and a rotor starter including shatting connected with the engine, there being a shaft common to thedrive of both starters.

29. In an aircraft, a displaceablehladed sustaining rotor arranged for autprotational air actuation, structural means extended appreciably abovethe main body structure of the craft,

a rotor support mounted adjacent the top of said structural means, ahub for the rotor rotatively mounted on said support, a forward propulsion engine for the craft located below the general plane of the rotor, and a mechanism for transmitting torque from said engine to the rotor hub including driving parts which are grouped in two compact units, a driving connection between said units, one of the units iucorporatingan overrunning clutch and being mounted on said support adjacent the general plane of the rotor and further including gearing connected with the rotor hub, and the other of said units incorporating a manually operable clutch and gearing connected with the engine, being located in the body of the craft closely adjacent to the engine and mounted to be removable as a unit therewith.

30. In an aircraft, a displaceable-bladed sustaining rotor arranged for autorotational air actuation, structural means extended appreciably above the main body structure of the craft, a rotor support mounted adjacent the top of said structural means, a hub for the rotor rotatively mounted on said support, a forward propulsion engine for the craft located below the general plane of the rotor, and a mechanism for transmitting torque from said engine to the rotor hub including driving parts which are grouped in two compact units, a driving connection between said units, one of the units incorporating an overrunning clutch and being mounted on said support adjacent the general plane of the rotor .and further including gearing positioned above the support and connected'with the rotor hub, and the other of said units incorporating a manually operable clutch and gearing connected with the engine, being located in the' body of the craft closely adjacent to the engine and mounted to be removable as a unit therewith.

31. In an aircraft, a displaceable-bladed sustaining rotor arranged for autorotational air actuation, structural means extended appreciably above the main body structure of the craft, a rotor support mounted adjacent the top of said -structural means, a hub for the rotor rotatively mounted on said support, a forward propulsion engine for the craft located below the general plane of the rotor, and a mechanism for transmitting torque from said engine to the rotor hub including driving parts which are grouped in two compact units, a driving connection between said units, one of the units being mounted on said support adjacent the general plane of the rotor and incorporating gearing positioned above said support and connected with the rotor hub, and the other of said units incorporating additional gearing connected with the engine and being located in the body of the craft closely adjacent to the engine and mounted to be removable as a unit therewith, and a clutch in the torque transmitting mechanism, said clutch being operatively disposed between the gearing of said two units but being supported and mounted with one of said units. a

32. In an aircraft, a displaceable-bladed sustaining rotor arranged for autorotational air actuation, structural means extended appreciably above the main body structure of the craft, a rotor support mounted adjacent the top of said structural means, a hub for the rotor rotatively mounted on said support, a forward propulsion engine for the craft located below the general plane of the rotor, and a mechanism for transmitting torque from said engine to the rotor hub including a torque shaft driven from the engine,

one end of which is journalled and carried on said support above the body of the craft in horizontally off-act relation with respect to the axis of the rotor hub, means positioned above said support and serving to transmit torque from the shaft to the rotor hub, parts of the means last mentioned being mounted on said support for relative movegear mounted on the other of said shafts, means for clutching and declutching said shafts, torque transmission means interconnecting said gear and the axis member, and an engine starter adapted to be coupled with the shaft which is normally connected with the engine.

34. In an aircraft, a displaceable-bladed sustaining rotor arranged for autorotational air actuation including an axis member, a forward propulsion engine for the craft, and a mechanism for transmitting torque from said engine to said axis member including concentric internal and external shafts one of which is connected with the engine, means for clutching and declutching said shafts, said means being associated with said shafts at a point spaced from the engine, a gear mounted on the other of said shafts intermediate the clutching means and the engine, torque transmission means interconnecting said gear and the axis member, and an engine starter adapted to be coupled with the shaft which is connected with the engine at a point spaced from the engine beyond the point first mentioned.

35. In an aircraft, a displaceable-bladed sustaining rotor arranged for autorotational air actuation, structural means extended appreciably above the main body structure of the craft, a rotor support mounted adjacent the top of said structural means, a hub for the rotor rotatively mounted on said support, a forward propulsion engine for the craft located below the general plane of the rotor, and a mechanism for transmitting torque from said engine to the rotor hub including driving parts which are grouped in two compact units, a driving connection between said units, one of the units incorporating an overrunning clutch and being mounted on said support adjacent the general plane of the rotor and further including speed reduction mechanism connected with the rotor hub, and the other of said units incorporating a manually operable clutch and speed reduction mechanism connected with the engine, being located in the body of the craft closely adjacent to the engine and mounted to be removable as a unit therewith.

36. In an aircraft having a forward propulsion engine and an autorotatable sustaining rotor having pivotally mounted blades; a compact rotor head unit incorporating a hub member, driving mechanism for transmitting torque from the forward propulsion engine o the rotor hub, the driving mechanism adjacent the hub including torque shafting and an overrunning or free-wheeling device, a rigid support device forming part of the head and on which the other said parts of the rotor head unit are compactly mounted and secured in operating alignment; and supporting means for the said unit including structural means extended appreciably upwardly from the main body structure and secured to said rigid support device in spaced relation above said main structure.

3'7. For an aircraft having a body with a compartment therein for variable load, a forward propulsion engine, an autorotatable sustainin rotor incorporating a plurality of elongated wings, and a rotor mount for supporting the rotor center in spaced relation above said compartment and the body at the aircraft proper; a compact rotor head unit including a hub for the rotor having "pivotal mountings tor the wings, a relativeLv nonrotatable hub supporting member, bearing between the hub and supporting member, and rotor by said rotor mount drive mechanism including a reduction gearing and an 0v device; the said parts of the rotor head unit being arranged substantially in a common plane and mounted on and supported at the top thereof in a genposition above said compartment; and a. flexible power connection extending up from said propulsion engine to said drive and positioned clear of the load erally centralized oi the rotor mount relative to the body, all the parts of said rotor head unit are CERTIFICATE or CORRECTION time No. 1,999,636. April so, 1935.-

JOSEPH s. mom.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 2, second column, line 38, for the serial number "432, 733" read 432,773; and line 47, for "1,948,514" read 1,947,901; page 6, first column, line 72, for "255a" read 254a: and that the said Letters Patent should be read with these corrections therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 25th day of June, A. D. 1935.

. Bryan M. Battey (Seal) Acting Comiasioner of Patents. 

